Louis hachenberg



(No Model.) 2 Sheets-Sheet 1.

L. HAOHENBERG.

FENDERFOB, STREET GARS.

No. 394,975. 1 Patented Dec. 25, 1888.

X k'" WITNESSES: 3 L 1 llVVE/ITO/l 322 Q Lows Rmnmawgq w Arm/ME (No Model.)

L; HACHENBBRG.

FENDER FOR STREET CARS.

No. 394,975. Patented Dec. 25, 1888.

Hal-h WITNESSES. y R LliE/VTUQ; $317 640 mm; m an em.

M A TTOH/VEY.

2 Sheets-Sheet 2.

'NITED STATES PATENT OFFIQE.

LOUIS HACHENBERG, OF NElV YORK, N. Y.

FEND'ER FOR STREET-CARS.

SPECIFICATION forming part of Letters Patent No. 394,975, dated December 25, 1888.

Application filed September 7, 1888. Serial No. 284,803. (No model.)

To all whom it may concern.-

Be it known that I, LOUIS HACHENBERG, a citizen of the United States, and a resident of New York city, in the county of New York and State of New York, have invented a new and useful Improvement in Fenders for Street- Cars, of which the following is a specification.

My invention relates to improvements in safety attachments for the ends and sides of railway-cars, such as are commonly known by the title of fenders, and it consists in certain novel features of construction, whereby such fenders are rendered more effective in their action, all of which is more fully pointed out in the following specification and claims, and illustrated in the accompanying drawings, in which Figure 1 represents a side elevation of a street-car provided with my improved fenders. Fig. 2 is a sectional side elevation of one of the end fenders drawn to a larger scale than the preceding ligure, said fender being in its normal position. Fig. 3 is a side elevation showing the end fender depressed and engaging the rails as when a person or any large body comes into contact with the same. Fig. 4 is a perspective view of a portion of the end fender. Fig. 5 is a face view of the device for raising the end fender, said figure being drawn to the same scale as Fig. 2.

Similar letters indicate corresponding parts.

In the drawings, referring at present to Fig. l, the letterA designates the body of a streetcar of the usual construction, to the opposite ends of which are attached the end fenders, B and B, and to the opposite sides of which are attached the side fenders, C C. The end fenders, B and B, are constructed precisely alike, one being placed at each end of the car, as many street-cars are not turned when changing their direction at the end of the routes. The fender B, Figs. 1 and 3, consists of an angular frame of metal or other suitable material and has side extensions, a a, which are located directly above and in line with the rails A. The fender is suspended from the bottom of the car by forwardly-inclined links I), which are pivoted to suitable frames, 0, secured to the bottom of the car and to said fender, so that the latter can yield or move longitudinally and also verticallythat is to say, the links const ain the fender to a parallel movement toward the track when depressed. To the opposite sides of the frames 0 are pivoted at d cl arms D, each of which carries on its lower end aroller, E, having suitable bearings therein, which roller is located above and in line with the respective rail, A. Suitable stops, 6 0, formed at the ends of slotted links e 6, hold the arms D D in their inclined positions.

The action of the fender is as follows: If any portion of the same engages with a person or any large body, the fender is depressed,

Fig. 3, and its sides a a are brought into con-' tact with the rails A A, whereby the person or body is prevented from getting under the wheels and at the same time the friction between the side extensions of the fender and the rails act as a brake to check the motion of the car. The rollers E E remain in their elevated position when the fenderis'de pressed for a reason which will be subsequently explained, Fig. 3. To return the fender to its raised or normal position after being depressed, any suitable spring or springs can be used. This spring or springs can of course be applied to act upon any one or more of the links I), or a spiral spring can be employed, which would be connected to the bottom of the car and to the fender.

In the example shown in the drawings I have made use of long fiat springs F F, which are attached at ff to the fender and at f f to the arms D, which carry the rollers. Suitable stops, 9 g, maybe provided in the fender, which engage with the said arms D to assist in carrying the arms upward with the fender. It will be noticed that these springs F will permit the fender to descend, as shown in Fig. 3, and raise it again to the position shown in Fig. 1 when the fender is released from the body with which it has come into contact. 011 the descent of the fender the swinging arms D are not disturbed and the rollers remain above the rails, for the reason that said arms are held rigid by the stops 6 in the links 2. The springs F F, as arranged in this example, also permit the rollers E E to yield as they come into contact with the rails when the car vibrates end to end, and thus prevent shock.

In order that the fenders B B can be placed at an increased elevation above the track when so desired, I provide a lever, G, for each fender, which is pivoted to a suitable standard and connected with the fender by a chain, H, passing over a suitable pulley, h. A stop, 0', adapted to engage with the lever when said lever is depressed, holds the same in such position. Ordinarily the chains H hang slack to permit the tenders to act.

The side fenders, c, Fig. 1, which consist of. flat bars or plates placed outside of the wheels, are suspended by links j, similar to the end fenders, the said links being pivoted to suitable frames, K, and to the fenders, so that the latter can yield vertically and longitudinally.

It is evident that my improved fenders can be applied to cable cars and other vehicles, and that the suspending links of the tenders can be secured to frames arranged 011 the bot tom of the car or to any of the beams thereof.

The end fenders may be made of a greater length than that shown in the drawings, if desired, so as to ailord protection for the horses.

\Vhat I claim as new, and desire to secure by Letters Patent, is

1. The combination, with the spring-supported tender, of forwardly-inclined suspending-links having pivotal connections with the car-body and with the fender, whereby the latter is constrained to a parallel movement toward the track, substantially as shown and described.

2. The combination, with the spring-supported tender, of arms, as 1') D, constructed to yield with the vibrations of the car, and rollers having bearings in said arms and located above and in line with the rails, substantially as shown and described.

3. A spring-supported end tender for streetcars, having side extensions arranged above the rails and parallel with the same, in combination with inclined suspending-links havin g pivotal connections with. the car-body and with the fender, whereby the depression ot' the latter causes the side extensions to come into frictional contact with the rails, substantially as described.

4:. The combination, with a suspended fender, of inclined spring-pressed roller-bearing arms pivotally connected with the car-body, and stops for said arms for holding the same in their inclined positions, substantially as shown and described.

5. The combination, with the end tender and the supportinglinks having pivotal. connections with the car-body and with the tender, of roller-bearing arms having a pivotal connection with the car-body, stops for limiting the motion oi? the arms in one direction, and a spring-connection between the arms and the fender, substantially as shown and described.

6. The combinat ion, with the cavbody, ot' the angular end fender having side extensions, the inclined pivoted suspending-links, means, substantially as described, for elevating the end fender, and side fenders suspended. by pivoted links, sul'istantially as shown and described.

In testimony that I claim. the foregoing as my invention 1 have signed my name in presence of two witnesses.

LOl'lb HAUIJENBERG.

Witnesses:

EUGENE (,1. MA'UBORGSE, A. FABER DU FAUR. 

